Parking lot striping in Olympic Valley.

What the work involves

Layout, stalls, arrows, and legends, painted to hold up against plow blades and traction sand. Striping over fresh sealcoat is also the cheapest moment there will ever be to fix a layout that was not working.

Why it matters at this elevation

Layout accuracy is most of the job. Correct stall dimensions, proper aisle widths, and markings placed where they are supposed to be matter more than the brand of paint. Getting that right on fresh sealcoat, while the old lines are gone, is the easiest it will ever be.

At this height the calendar is the constraint. The base needs to be genuinely dry before sealer will bond, and up here that usually is not until well into June. Work that has to cure gets scheduled early in the window rather than gambled on the end of it.

How the job runs

Most areas are back in service the same day, since traffic paint sets fast in summer conditions. Fresh work gets coned off until it will not track. When striping follows a sealcoat it is the sealer cure that sets the schedule, not the paint.

Olympic Valley pavement specifically

Resort base pavement carries surges: day lots, service yards, and the lodging and residential drives spread along the valley floor. Big lots like these are usually done in sections so the operation keeps running through the work.

Olympic Valley — home of Palisades Tahoe and the 1960 Winter Games — funnels serious traffic up a single valley road all winter. Our sealcoat and crack work here is timed tight to the short window between the melt and the crowds.

Layout gets confirmed before any paint goes down. Repainting a configuration that never worked is a common way to waste a striping budget.

Olympic Valley sits at roughly 6,200 feet, and the pavement around it behaves accordingly. More on the area on our Olympic Valley service area page. We work the same corridor across the Truckee area, and the pavement guides go deeper on the physics if you want it.

Questions